Car dead-block.



C. S. SHALLENBERGER.

CAR DEAD BLOCK.

APPLICATION FILED AUG. 16. I915- LQQLQQQ Patented. Aim 3, 1917. v

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CAB. DEAD-BLOCK.

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Specification of Letters Patent.

Patented Apr. 3, lbit.

, Application filed. August 16, 1915. Serial No. 45,720.

To all whom it may concern."

Be it known that I, CHARLES S. SHALLEN- BERGER, a citizen of the United States, residing at St. Louis, in the State of Missouri, have invented a new and useful Improvement in Car Dead-Blocks, of which the fol lowing is a specification.

My invention relates particularly to the dead-block or striking-plate of a car underframe, which is ordinarily secured to the end sill by the truss-rods, combined or not, with auxiliary bolts passing horizontally therethrough, the draw-bar carry-iron being de pendent from and fixed to the dead-block by vertical bolts, whereby the weight of the carry-iron is transmitted to the dead-block and by the latter to the end sill; conse-a quently, owing to the looseningfit of the horizontal'bolt holes in service, the deadblock is lowered by the weight of the drawbar bearing on the carryeiron, and the drawbar correspondingly dropped from its normal level.

My invention has for its object to prevent this settling of the dead block and so maintain the draw-bar at its proper vertical dis- It consists in a device for positively supporting the dead-block as hereinafter more particularly described and claimed, reference being had to the accompanying drawing forming part of this speclfication, whereon,

Figure 1, is a top plan view of, the deadblock and corresponding parts of the end sill and the longitudinal sills at one end of a car underframe havin my improved sup orting device applie thereto; Fig. 2, a rent view thereof; Fig. 3, a vertical transverse section through the dead-block, end sill, and Supporting device on line 3, 3, in Fig.1; Fig. 4, a similar view to Fig. 3, on an enlarged scale; Fig. 5, a top plan thereof; Fig. 6, a similar view to Fig. 3 showing a modification of the device; and Fig. 7, a similar View to Fig. 6, showing the supporting device applied to the underframe of a box car;

Like letters and numerals of reference denote like parts in the respective figures.

Referring particularly to Figs. 1 to d e represents the end sill and b. the corresponding parts of the longitudinal sills at one end of a car underframep c is the dead-block having the face plate 1 and secured therewith to the end sill why the end portions of the truss-rods a? (combined 01' not with aunfor the truss-rods d (and auxiliary bolts, if

any) through the dead-block c, the weight of the draw-bar f which is transmitted by the carry-iron e to the dead-block 0, causes the latter to be lowered relatively to the face oil the end sill a, the draw-bar 7 being correspondingly lowered from its normal level.

To overcome this difliculty I use an auxiliary and positive support for the dead-block 0,

consisting in the present case, of preferably,

two (one on each sideof the longitudinal center of the underfrarne) Z-sha ed metallic bars or plates y of suitable width and thickness, each bar or plate 9 having a top andbottom (oppositely projecting) horizon tal flange t, 4, respectively, which are united to each other by a vertical web 5, the top flange 4 referably, overlapping (or recessed into? the top side of the end sill a and the bottom flan e 4 preferably, recessed into (or underlying the dead-block a (see particularly Figs. 4 and 5) the vertical web 5 being preferably, recessed into the inner face of the dead-block 0 and bearing outwardly against the front face of the end sill a in the attached position of the dead-block c thereto by the truss-rods 0?.

Each bar or plate 9 is preferably, fixed to the end sill a by a bolt 6 which asses ver tically through the top flange 4 o the bar 9 and through the end sill a, against the underside of which it is clenched by the p nuts 6, and to the dead-block 0 hp the I 3 assing vertically through the dead-block c ottom flange 4; of the bar 9, and preferbly, through, and clenched a ainst the uneraide of the corres onding ange 7 of the carry-iron e by the gtip nuts 3'.

6, shows a modification of my invention in which the top flange t of the bar or plate 9' is recessed into the body of the end sill a: from the front face thereof.

Fig. 7 shows the application of the bar or bit t l I plate 9 to the underframe of a box car tit.

which the sheathing 9 is omitted from the the vertical web 5 of the bar 9.

By my invention the dead-block a (with tlae'earry-iron e) is positively supported and held in its initial position against the face of the end sil a and prevented from moving downward relatively there-to,-whereby, the draw bar f; is maintained at its proper level or height'from the rail.

Iclaim" 1. In a car uifderframe, the combination with the end sill, of a dead-lol ,ck, a metallic bar arranged en each side of the longitudinal center of the said frame and consisting of an upright portion recessed into the rear side of the said block, an upper horizontal portion overlapping and adapted to bear on the said s'ill anda lower horizontal portion underlying and adapted to bear against the underside of the said block, a

draw-bar carry-iron, means for securing the said upper portion to the said sill and means for securing the carry-iron and the said lower portion and block together.

2. In a car underframe, the combination with the end sill, of a dead-block, a metallic bar arranged on each side ofthe longitudinal center of the said frame and consisting of an upright portion recessed into the rear side of the said block, an upper horizontal portion adapted to bear against the said sill, and a lower horizontal portion underlying and adapted to bear against the underside of the said block, a draw-bar carry-iron, means for securing the said upper portion to the said sill and means for securing the carry-iron and the said lower portion and block together.

CHARLES s. SHALLENBERGER.

WVitnesses:

G120. E. HOWARD, EDWARD W. FURRELL.

copies of'jghia patent may be obtainefi for five cents each, by addressing the Commissioner of Patents,

Mmngton, D. G. 

